OB99W
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Posts posted by OB99W
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So after looking at the car again it dose flash 16 times. What dose that mean?
It means that there's at least one trans code to be read. Look at the links I gave.
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It seems to only flash about 8 times.
Hmmm, only eight? Anyway, see the following to retrieve trans codes:
http://www.subaru-svx.net/forum/showthread.php?t=54004
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16 flashes, by any chance?
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[...]Is the performance of the car normal above idle? I know subarus aren't prone to wiping cam lobes like the 'Pinto' engine, but any car with 200K miles can have various mechanical wear issues. I think a partially worn cam lobe could possibly still give decent compression and slightly low vacuum readings at idle?
The engine apparently seems "happier" above idle, although perhaps not "ideal". Certainly wear might have changed valve clearances by now, although it's hard to say to what degree without checking. At it's current mileage, the engine probably should have had two valve adjustments. I don't know if it's had any.
Finally, was the fuel pressure verified to be normal after the FPR was replaced? I've lost track in this lengthy thread.I don't believe the pressure was rechecked after the FPR replacement. I did suggest to 2000 Legacy that the vacuum at the FPR be checked, and he also reported that the fuel return line seemed clear to the tank (tested by air passage). However, verifying that the new FPR has brought the pressure within specs is a reasonable thing to do.
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So it's possible for the ECUs air density calculation to be wrong if either the MAP or IAT sensor is out of whack. Or even if both are working properly a fault in the algorithm that determines the density might affect the changes the ECU makes to the fuel trim?
Yes, those things could all potentially result in an incorrect determination that could cause the ECU to improperly set fuel trim.
However, in the case at hand we've verified that both the MAP and IAT sensors appear to be working and producing data that's within tolerance, an FPR that regulated the fuel pressure too high has been replaced, and the front A/F sensor has been changed. That would leave the ECU's determination to be at fault, if we assumed it was the only remaining possibility, but ECU failures are rare.
I see questions concerning the role of the rear O2 sensor all the time and that is the exact answer.It's correct for cars like the 2000 Legacy that don't use that sensor for anything more, although others do. And just because it's purpose might be primarily to determine if the cat is functioning well doesn't mean we can't use the voltage reading for diagnostic purposes.
If the rear O2 sensor voltage remains somewhat above 0.45 volts, and doesn't fluctuate much, that's usually a good sign. All other things performing correctly, it would indicate that there wasn't excessive oxygen in the exhaust after the cat was done with it, so that likely CO was being oxidized to CO2, etc. But a rich mixture would also be lacking oxygen, and could drive the sensor above 0.45 volts as well.
Notice that the rear O2 sensor has been at about 0.85 volts at idle, and that with the MAP and IAT looking good and the FPR and A/F sensor replaced, the ECU is still trying to cut fuel (negative trims). From post #189, though, at 2500 RPM "O2S B1 S2 (V)" drops to "0.525 to about 0.710" volts, and the STFT goes positive (thanks for the additional data, 2000 Legacy). We've noted all along that the engine runs better at higher RPM, both in terms of drivability and what the live data shows.
Many things have been ruled out either due to tests or replacement, and yet low speed operation is still not quite right. Since idle and slightly higher speeds are mainly controlled by IAC, parts associated with it should probably be looked at again. The system on the 2000 Legacy uses air-assisted injectors. With an auto trans, there's an air-assist solenoid to control things, but the manual trans version is different. At idle, air via the IACV is split into that needed for intake (bypassing the closed throttle plate) and the remainder, which is used for injector assistance. Since the IACV itself was replaced by the dealer without improving the symptoms, it's possible that there's a partial blockage in a throttle body passage (which I mentioned in post #94, suggesting looking at the P0506 procedure). Previous cleaning might not have been able to resolve this.
It could be useful to find out what duty cycle the ECU is applying to the IACV. Unfortunately, that's not an OBD-II PID that the Legacy provides. It can either be read with a Select Monitor, or using an oscilloscope (which is what I'd do).
If anyone has an idea about something we haven't already considered, please speak up -- I'm running out of suggestions.
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Maybe this link will help:
Is that link a secret?
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Well!?!?!?! Don't leave us hanging!!! The suspense is killing me!
Sorry, time constraints. Hopefully everyone is still alive.
There are numerous parameters associated with OBD-II data, such as O2 sensor voltage, long term fuel trim, etc. These parameters are standardized, and have been assigned identification numbers. Since a computer (ECU) is involved, the Parameter Identification (PID) numbers are in hexadecimal, a number base convenient for programming. (See http://en.wikipedia.org/wiki/Hexadecimal if you'd like more on "hex".)
As I mentioned previously, at least one of the PIDs in the live data that Legacy 2000 was reporting had me wondering what was going on. For example, there was MAF data, even though there's no MAF sensor on a 2000 Legacy. So, I decided to speak to tech support at Innova (the manufacturer of the Equus 3130 scan tool). I explained about the phantom MAF reading (and other things), and was told that the scan tool just communicates with the ECU using PID numbers (and apparently then converts those into the equivalent "LTFT", "MAP", etc., displaying them that way for easier reading by average humans
).With that in mind, I looked at what was reported by 2000 Legacy in post #187 (I added the matching PID numbers):
03 Fuel Sys 1: CL, CL, CL & CL.
04 Calc Load (%): 5.4, 4.7, 4.3, 4.7 but then dropped to 4.3, then 3.9.
05 ECT (Degrees F): 190, 190, 186 & 195.
06 STFT B1(%): -18.7, -21.0, -17.9 & -18.7.
07 LTFT B1 (%): -1.5, -1.5, -1.5 & -1.5.
0B MAP )inHg): 14.7, 12.6, 12.1 & 11.5.
0C Eng RPM: 667, 673, 653 & 676.
0D Veh Speed: 0, 0, 0 & 0.
0E Spark Adv: 4, 5, 11 & 6. Note it did go as high as 12 but then drop as
low
as 4.
0F IAT (degrees F): 51, 64, 86 & 109.
10 MAF (1 lb./min): 0.682, 0.615, 0.575 & 0.511.
11 TPS (%): 0,0, 0 & 0.
15 O2S B1 S2 (V): 0.820, 0.850, 0.875 & 0.845.
15 STFT B1 S2 (%): 0,0, 0 & 0.
1C OBDSup: OBD2, OBD2, OBD2 & OBD2.
14 O2S B1 S1 (V): 3.845, 3.796, 3.767 & 3.679.
24 EQ Ratio 11: 0.973, 1.030, 0.999 & 1.011.
The same PIDs, from the CanOBD2 (Innova) Website:
03 - Fuel System Status
04 - Calculated Load Value
05 - Engine Coolant Temperature
06 - STFT Bank 1, Bank 3
07 - LTFT Bank 1, Bank 3
0B - Intake Manifold Absolute Pressure
0C - Engine RPM
0D - Vehicle Speed Sensor
0E - Ignition Timing Advance for #1 Cylinder
0F - Intake Air Temperature
10 - Air Flow Rate from Mass Airflow Sensor (MAF)
11 - Absolute Throttle Position
14 - Oxygen Sensor 1 Bank 1
15 - Oxygen Sensor 2 Bank 1
1C - OBD2 Support Requirements
24 - Oxygen Sensor Equivalence Ratio/Voltage (bank 1, sensor 1)
So, why is there MAF data? From the 2000 Legacy FSM:
03 Fuel system control status
04 Calculated engine load value
05 Engine coolant temperature
06 Short term fuel trim
07 Long term fuel trim
0B Intake manifold absolute pressure
0C Engine revolution
0D Vehicle speed
0E Ignition timing advance
10 Air flow rate from pressure sensor
11 Throttle valve opening angle
14 Oxygen sensor output voltage and short term fuel trim associated with
oxygen sensor - bank 1
15 Oxygen sensor output voltage and short term fuel trim associated with
oxygen sensor - bank 2
1C On-board diagnosis system
Ahhh, PID#10, as Subaru defines it for the 2000 Legacy, is not "Air Flow Rate from Mass Airflow Sensor (MAF)", but "Air flow rate from pressure sensor". The 2000 Legacy uses a "speed density" system -- the ECU calculates air flow rate using engine speed (RPM), manifold absolute pressure (MAP) and intake air temperature (IAT), so what it's reporting as PID#10 is calculated by the ECU using that data, not read from a MAF sensor.
In looking over the FSM PID list, I also noticed some errors and omissions:
0F - Intake air temperature (IAT) - missing from list, but reported in data
14 - doesn't mention this is for sensor 1 (front A/F sensor)
15 - should be bank 1, sensor 2 (rear O2 sensor)(*not* bank 2)
24 - Equivalence ratio bank 1, sensor 1 (EQ Ratio 11) - missing from list, but reported in data
In addition, I spoke to Innova about the STFT B1 S2 (%) consistently being 0%. Apparently since PID#15 includes both the rear O2 sensor voltage and its effect on STFT, the 3130 reads and reports the voltage and the STFT info as well. If it displays 0%, that means the ECU doesn't use the rear O2 reading at all to affect STFT (but only to determine that the cat is doing its job).
So, that clears up some of the mysteries of the live data readings. It's late and I'm tired, so I'll post again tomorrow with where I think this is all leading.
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In many models the connector is black, 6-pin (not all the positions are necessarily populated).
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Just as another point of reference, read this entire thread (both pages):
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A for dummies version plz, not just copies of tech manuals
About the hardest part of the info I linked to in post #8 is finding the connector.
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[...]OK so the ABS light has come on, gone off a few times but back on.[...]
Download this: http://www.subaru-car.ru/for1/for_01_chas_11.pdf . See the section "Read Diagnostic Trouble Codes".
The diagnosis connector and ground probes are typically taped to the harness under the dash, above the accelerator pedal.
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The tooth count I gave in post #2 is from the factory manual, but if that doesn't seem to align, do what you have to.
On the other hand, the 307 belt is the wrong one, according to Cloyes, it should be the 304. See the link in post #7.
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Just go by the timing marks. Tooth count is useless, as how do you use 0.8, 0.7, 0.5 inch teeth.
Guesstimation.
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the impreza and legacy take different belts. I believe yours takes a 304 not the 307. I think they are the same except for tooth profile.
Agreed -- the parts lookup at http://www.cloyes.com/default.aspx? tabid=378 results in:
B304 Engine Timing Belt Subaru Impreza (Car) 2002 2.5L H4 2458cc; EJ251 Desig.; SOHC
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[...]But with the passenger-side cam gear - there's no mark on the engine to line it up with mark on the gear. Should it point straight up?
See attachment -- © is mark on cam sprocket, (d) is matching surface on cylinder head
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Info I have says 46.8 teeth to passenger side, 43.7 to driver's.
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Intermittent "weirdness" with the ABS system is sometimes caused by a poor ground connection. You might want to check for corroded ground points near the ABS unit.
Dirt/mud/filings on the wheel sensors or tone rings can also cause problems that come and go.
Some ABS info:
http://endwrench.com/current/summer02/insiderinfo.pdf
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But we may be
Agreed, I got the impression that the OP was set on removing the condenser, no matter what anyone else said. Not only would that cripple defrost/defog, but there's also the issue of refrigerant recovery.
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My sons 96 legacy 2.2 had the battery die on me and then I realized there was a faint hum coming from the ABS unit (front passenger side of engine compartment)
[...]
I would like to replace the electric part but I need to find one reasonable...
The common cause is a stuck relay.
See http://www.furi-dorifto.com/tech/Subaru_dox/ABSInsiderEWFall05.pdf
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[...] I had an earlier post and searched-can't find that. [...]
See http://www.ultimatesubaru.org/forum/showthread.php?t=116111
Is the dash ABS warning light lit? If so, codes can be retrieved that may help diagnose the problem.
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i say leave it that way, thats a perfect excuse to use a flame thrower
It was also a perfect excuse to use this smiley:
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Ran the engine at 1500 rpm for 20 min with the hood closed and fan came on. Gauge didn't go past half way mark so I decided to drive it around, went to town and back... 20 min at 45 mph to 60 mph. Seems to be good, fan wasn't running when I parked the car. Fuse is still good.
Congrats!
It would probably be a good idea to make the fan wiring repair permanent now.[...] the smoke freaked me out to be honest. It's a sweet smelling smoke. But that seems to be gone now.Hot antifreeze typically has that kind of aroma. It's nothing to be concerned about if it doesn't return.
It would be a good idea to keep tabs on the coolant level for a while, just to make sure that if there were any air pockets to fill, the level doesn't drop too much.
Do you recommend that seafoam stuff to clean the engine with? How do you clean the pistons?Why do you think the pistons (etc.) need cleaning?
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Last night I started up the Legacy and let it warm for 10 minutes, I then documented all of the “Live Data” [...]
Thanks for posting that. I've been very busy, and may not be able to respond to what I see in the data for a few days. However, at least one of the PIDs interested me enough to call tech support at Innova. When I post next, I'll explain and have some comments and further suggestions.
Until then, would you please run a live data check once more? Fully warm the engine (ECT = 190 or so). Bring the engine speed up to 2500 rpm, and hold it there for a full two minutes. With it still at 2500 RPM, note O2S B1 S2 (V) (rear oxygen sensor voltage). If it's fluctuating, make note of the range of values. If steady, note that reading. Thanks.
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Yes, I'm trying to get the fan to come on while idling. When tested with the hood open at 75 celsius the fans do not come on.
75 deg C = 167 deg F. What is that the temperature of? Did you mean 75 F?
Having the hood open might not allow the temperature to get sufficiently high for the fan(s) to come on, especially if you're not waiting long enough.
I ran it till the engine heat gauge reached half way, some smoke appears in the area of the bottom valve cover bolts and I turn it off. I would assume the fans should come on before that happens and the smoke was some off-gassing and overheating...The gauge reading about half of scale is normal, and the fans might not come on at that point. The smoke could just be burn-off of oil (etc?) from the work that was done.
Would the wire repair I did cause the fans not to come on even though they work electronicly? I haven't soldered the wire.If the fans ran with the test connectors coupled, they're probably okay.
Are you sure that the fuse is getting warm?
SVX Power mode problem
in 1990 to Present Legacy, Impreza, Outback, Forester, Baja, WRX&WrxSTI, SVX
Posted
The 16 flashes just indicate there's an electrically-related trans problem, and that one or more codes are stored in the TCU. While a C duty solenoid fault might be common, it isn't the only possibility, and reading the code(s) is the way to find out.